Air springs and methods for making the same

ABSTRACT

A method for forming an air spring for a vehicle including a frame coupled to the air spring includes heating an elastomeric base material to a melting point of the elastomeric base material, thereby forming a melted elastomeric base material, forming a sleeve from the melted elastomeric base material, the sleeve being substantially free of textile reinforcing fibers, and engaging the sleeve with end components, the sleeve and the end components defining a deformable pressure vessel, where the deformable pressure vessel supplies a supporting force.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of U.S. Provisional PatentApplication 62/833,863 filed Apr. 15, 2019 and entitled “HybridElastomeric Air Spring,” the contents of which are hereby incorporatedby reference in their entirety.

BACKGROUND Field

The present disclosure relates to air springs and methods for making thesame. More particularly, the present disclosure relates to automotiveair springs and methods for making automotive air springs.

Technical Background

Air springs are used in a variety of vehicular applications. As oneexample, air springs can be used to support seats in a vehicle toprovide a comfortable ride for an occupant in the seat. In someapplications, air springs may be utilized in the vehicle's suspensionsystem. Air springs can assist in providing smooth and constant ridequality, and can be used in performance suspension systems.

For conventional air springs for a vehicle suspension system, the sleeveis made of deformable elastomeric material such as rubber. However,traditional elastomeric materials are unable to support high loads, andconventional air springs generally include textile reinforcing fibers tocontain pressure and support loads placed on the air springs. However,incorporating textile reinforcing fibers into elastomeric material istime consuming and costly, thereby increasing manufacturing costs ofconventional air springs. Moreover, the textile reinforcing fibers cancontribute to hysteresis, thereby reducing the performance of the airspring. Further, dissimilar deformation of the materials of the airspring (e.g., the elastomeric material and the textile reinforcingfibers) can lead to shearing actions, which can lead to spring failure.

BRIEF SUMMARY

Accordingly, a need exists for improved air springs and improved methodsfor forming air spring sleeves. Embodiments of the present disclosureare directed to methods for forming air springs that include a sleevethat is substantially free of textile reinforcing fibers. By forming theair springs without the use of textile reinforcing fibers, themanufacture of the air springs can be simplified. Some embodimentsdescribed herein are directed to composite springs including a firstspring that deforms in accordance with Hooke's law, and a second springthat deforms in accordance with Boyle's law (e.g., an air spring). Loadon the composite spring can be distributed between the first spring andthe second spring, such that pressures within the second spring (e.g.,the air spring) can be reduced, thereby increasing the durability of thesecond spring. Moreover, the first spring and the second spring mayprovide redundancy, allowing the spring to support a load in the case offailure of one of the springs.

In one embodiment, a method for forming an air spring for a vehicleincluding a frame coupled to the air spring includes heating anelastomeric base material to a melting point of the elastomeric basematerial, thereby forming a melted elastomeric base material, forming asleeve from the melted elastomeric base material, the sleeve beingsubstantially free of textile reinforcing fibers, and engaging thesleeve with end components, the sleeve and the end components defining adeformable pressure vessel, where the deformable pressure vesselsupplies a supporting force.

In another embodiment, a composite spring assembly for a vehicleincludes a first spring that is structurally configured to deformaccording to Hooke's law, a second spring that is structurallyconfigured to deform according to Boyle's law, where the second springis positioned in parallel with the first spring, and where the secondspring includes a sleeve that is substantially free of textilereinforcing fibers, and end components engaged with the sleeve, thesleeve and the end components defining a deformable pressure vessel.

In yet another embodiment, a method for forming a composite springassembly for a vehicle includes coupling end components to a sleeve, theend components and the sleeve defining a deformable pressure vessel of asecond spring, and positioning a first spring and the second spring inparallel, where the first spring is structurally configured to deformaccording to Hooke's law and the second spring is structurallyconfigured to deform according to Boyle's law.

Additional features and advantages of the technology disclosed in thisdisclosure will be set forth in the detailed description which follows,and in part will be readily apparent to those skilled in the art fromthe description or recognized by practicing the technology as describedin this disclosure, including the detailed description which follows,the claims, as well as the appended drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

The following detailed description of specific embodiments of thepresent disclosure can be best understood when read in conjunction withthe following drawings, where like structure is indicated with likereference numerals and in which:

FIG. 1 schematically depicts a perspective view of a vehicle includingsuspension assemblies, according to one or more embodiments shown anddescribed herein;

FIG. 2 schematically depicts a perspective view of a suspended seatincluding a seat suspension, according to one or more embodiments shownand described herein;

FIG. 3 schematically depicts a section view of a spring assembly of thesuspension assembly of FIG. 1 and/or the seat suspension of FIG. 2,according to one or more embodiments shown and described herein;

FIG. 4 schematically depicts an enlarged section view of a compositespring assembly, according to one or more embodiments shown anddescribed herein;

FIG. 5 schematically depicts a flowchart of an example method for makingan air spring, according to one or more embodiments shown and describedherein; and

FIG. 6 schematically depicts another flowchart of an example method formaking a composite spring assembly, according to one or more embodimentsshown and described herein.

Reference will now be made in greater detail to various embodiments,some embodiments of which are illustrated in the accompanying drawings.Whenever possible, the same reference numerals will be used throughoutthe drawings to refer to the same or similar parts.

DETAILED DESCRIPTION

Embodiments of the present disclosure are directed to spring assembliesincluding air springs. In some embodiments, the air springs may besubstantially free of textile reinforcing fibers, thereby decreasing thecost of manufacturing the air spring as well as increasing thedurability and performance of the air spring. In some embodiments, theair springs are positioned in parallel with a spring that deforms inaccordance with Hooke's law. In these embodiments, pressures within theair spring can be reduced, and the air spring and Hooke's law spring mayprovide redundancy in the case of the failure of one of the air springor the Hooke's law spring. These and other embodiments will now bedescribed with reference to the appended drawings.

As referred to herein, the vertical vehicle direction, the vertical seatdirection, and the vertical seat direction generally refer to theupward-downward directions of the vehicle, seat, and springs describedherein (e.g., the +/−Z-direction as depicted), respectively. Thevertical vehicle direction, the vertical seat direction, and thevertical spring direction may or may not be parallel with one another,depending on the relative orientation of the vehicle, the seat, and thesprings described herein.

Now referring to FIG. 1, a perspective view of a vehicle 10 isschematically depicted. In embodiments, the vehicle 10 may include anysuitable vehicle for transporting people and/or goods, and may include,for example and without limitation, an automobile, a truck or the like.While in the embodiment depicted in FIG. 1 the vehicle 10 depicts anautomobile, in some embodiments, the vehicle 10 may include a supportdevice or other vehicle, such as a wheelchair or the like.

In embodiments, the vehicle 10 includes one or more wheels 12 that arecoupled to a frame 16 of the vehicle 10. For example, the wheels 12 maybe coupled to the frame 16 of the vehicle 10 by one or more suspensionassemblies 14. The suspension assemblies 14 may permit movement of thewheels 12 with respect to the frame 16 of the vehicle 10, for example ina vertical vehicle direction (e.g., in the +/−Z-direction as depicted),thereby absorbing impact that may result from the vehicle 10 traversinguneven terrain. Vertical movement of the wheels 12 with respect to theframe 16 of the vehicle 10 may also influence the responsiveness of thevehicle 10, for example, as the vehicle 10 turns in one direction or theother.

Referring to FIG. 2, a perspective view of a seat assembly 20 isschematically depicted. A person, such as a passenger or driver, may sitin the seat assembly 20 while the vehicle 10 (FIG. 1) is in motion. Inembodiments, the seat assembly 20 may be coupled to the frame 16(FIG. 1) of the vehicle 10 (FIG. 1), and in some embodiments, the seatassembly 20 may be coupled to the frame 16 of the vehicle 10 through aseat suspension 22. The seat suspension 22 may generally permit verticalmovement of the seat assembly 20 with respect to the frame 16 (FIG. 1)of the vehicle 10 (FIG. 1). Vertical movement of the seat assembly 20 ina vertical seat direction (e.g., in the +/−Z-direction as depicted) withrespect to the frame 16 (FIG. 1) of the vehicle 10 (FIG. 1) may alsoabsorb impact that may result from the vehicle 10 traversing uneventerrain, preventing the impact from being transmitted to a person in theseat assembly 20.

Referring to FIG. 3, a section view of a spring assembly 100 isschematically depicted. In embodiments, the features of the springassembly 100 may be incorporated into the suspension assembly 14(FIG. 1) and/or the seat suspension 22 (FIG. 2). In embodiments, thespring assembly 100 generally includes a restraining cylinder 102, andone or more springs positioned within the restraining cylinder 102. Insome embodiments, the spring assembly 100 further includes a damper 108including a damper piston 109.

For example, in the embodiment depicted in FIG. 3, the spring assembly100 is a composite spring assembly including a first spring 110 and asecond spring 120. In embodiments, the first spring 110 is structurallyconfigured to deform according to Hooke's law. For example, within anoperable range of elastic deformation, a force required to compress orextend the first spring 110 has a linear relationship with a distancethe first spring 110 is extended or compressed. In embodiments, thefirst spring 110 may include a wave spring, a coil spring, a Bellevillespring, a rubber spring or the like, and the first spring 110 may beformed of any suitable material including one or more metals ornon-metallic materials.

Referring to FIG. 4, an enlarged section view of a spring assembly 100is depicted. In embodiments, the second spring 120 includes a sleeve 122that engaged with and/or coupled to one or more end component 140, 141.In some embodiments, the end components 140 and 141 and the sleeve 122define a deformable pressure vessel 150. For example, in someembodiments, the sleeve 122 and the end components 140 and 141 definesan interior chamber 124 that may be filled with a fluid, such as air oranother suitable gas or combination of gases. The second spring 120, inembodiments, is structurally configured do deform according to Boyle'slaw, within practical tolerances. For example, as the second spring 120is compressed, the volume of the interior chamber 124 may decrease,thereby increasing the pressure of the fluid within the interior chamber124 in general accordance with Boyle's law. It should be understood thatunder normal conditions, differences between the behavior of the fluidin the interior chamber 124 and the behavior of ideal gas may cause thecompression of the second spring 120 to deviate from strict adherence toBoyle's law, and the term “practical tolerances” is meant to identifydeviations between ideal gas behavior and the behavior of fluidssuitable for use in air springs (e.g., air).

In some embodiments, the sleeve 122 defines a lobe 130, such that thedeformable pressure vessel 150 is a rolling lobe spring. However, itshould be understood that this is merely an example, and the deformablepressure vessel 150 may include any suitable construction.

Referring particularly to FIG. 4, in some embodiments, a wall thicknessTw of the sleeve 122 may vary moving along the sleeve 122 in a verticalspring direction (e.g., in the +/−Z-direction as depicted). For example,in the embodiment depicted in FIG. 4, the sleeve 122 has a first wallthickness Tw₁ at a first location, and a second wall thickness Tw₂ at asecond location that vertically spaced apart from the first location,where the first wall thickness Tw₁ is different from the second wallthickness Tw₂. In the embodiment depicted in FIG. 4, the first wallthickness Tw₁ is less than the second wall thickness Tw₂. Variation ofthe wall thickness Tw of the sleeve 122 may assist in preferentialdeformation of the sleeve 122 when the spring assembly 100 iscompressed.

In some embodiments, the sleeve 122 and/or the end components 140 and141 are substantially free of textile reinforcing fibers, and in someembodiments, sleeve 122 and/or the end components 140 and 141 may beformed from elastomeric materials, such as thermoplastic or thermosetelastomer or the like. In embodiments, the sleeve 122 and/or the endcomponents 140 and 141 may be formed through any suitable process,including but not limited to injection molding, blow molding, insertmolding, spin molding, extrusion, or the like.

Because the sleeve 122 and/or the end components 140 and 141 aresubstantially free of textile reinforcing fibers, in some embodiments,the end components 140 and 141 may be co-molded to the sleeve 122. Forexample, in some embodiments, the end components 140 and 141 may bebonded to sleeve 122 in a co-molding process such that the endcomponents 140 and 141 and the sleeve 122 are monolithic. By co-moldingthe end components 140 and 141 to the sleeve 122, manufacturingcomplexity can be reduced as compared to conventional air springs thatinclude crimp connections. Moreover, by forming the sleeve 122 and theend components 140 and 141 to be monolithic, the likelihood of adhesivefailure at a junction between the sleeve 122 and the end components 140and 141 can be reduced. In some embodiments, the end components 140 and141 can be sealed to the sleeve 122 through mechanical coupling orchemical coupling, for example, a structural adhesive, a crimpconnection, an interference fit connection, a bead connection, a bondedconnection, a welded connection, layer bonding, or the like.

Further and referring collectively to FIGS. 3 and 4, in embodiments inwhich the sleeve 122 and/or the end components 140 and 141 aresubstantially free of textile reinforcing fibers, different geometriesof the lobe 130 may be realized. For example, the lobe 130 may define alobe radius 132 as shown in FIG. 3. In conventional configurations, thegeometry of the lobe radius 132 may be restricted by materialconstraints of textile reinforcing fibers. In particular, the loberadius 132 may need to be comparatively large to allow textilereinforcing fibers positioned within the sleeve 122 to bend around thelobe 130. However, in embodiments in which the sleeve 122 issubstantially free of textile reinforcing fibers, comparatively smallerlobe radii 132 may be realized, thereby allowing the geometry of thelobe 130 to be tailored to achieve desired preferential deformation ofthe sleeve 122 during compression.

Moreover, because the sleeve 122 is substantially free of textilereinforcing fibers, hysteresis of the second spring 120 may be reducedas compared to conventional air springs. More particularly, frictionbetween the rubber and textile reinforcing fibers of conventional airsprings may contribute to hysteresis of conventional air springs, andaccordingly by having the sleeve 122 substantially free of textilereinforcing fibers, hysteresis of the second spring 120 can be reduced,thereby reducing harshness. Further, dissimilar deformation betweentextile reinforcing fibers and rubber of conventional air springs canlead to noise and vibration. Accordingly, by forming the sleeve 122 tobe substantially free of textile reinforcing fibers, the second spring120 may have less noise and/or vibration as compared to conventional airsprings. Dissimilar deformation between textile reinforcing fibers andrubber of conventional air springs can also lead to shearing actions,which can reduce the durability of conventional air springs and lead topremature failure of the air springs. Accordingly, durability of thesecond spring 120 may increase as compared to conventional air springsbecause the sleeve 122 is substantially free of textile reinforcingfibers.

While the embodiment depicted in FIGS. 3 and 4 include both the firstspring 110 and the second spring 120, it should be understood that insome embodiments, the spring assembly 100 may include only one of thefirst spring 110 and the second spring 120. For example, in someembodiments, the spring assembly 100 may include only the second spring120. In embodiments that only include the second spring 120, the secondspring 120 may be structurally configured to support the entire load ofa force F applied to the spring assembly 100. For example, in someembodiments, the second spring 120 includes has a supporting force thatcan oppose a load force F between about 0 kilograms-force and about50,000 kilograms-force, inclusive of the endpoints, without failure ofthe second spring 120. In some embodiments, the second spring 120 has asupporting force that can oppose a load force F of at least about 10kilograms-force without failure of the second spring 120. In theseembodiments, the spring assembly 100 may be utilized to support the seatassembly 20 (FIG. 2) and may generally support the weight of a personsitting in the seat assembly 20.

In some embodiments, the second spring 120 has a supporting force thatcan oppose a load force F of at least about 100 kilograms-force withoutfailure of the second spring 120. In some embodiments, the second spring120 has a supporting force that can oppose a load force F of at leastabout 600 kilograms-force without failure of the second spring 120. Insome embodiments, the second spring 120 has a supporting force that canoppose a load force F of at least about 1000 kilograms-force withoutfailure of the second spring 120. In some embodiments, the second spring120 has a supporting force that can oppose a load force F of at leastabout 5000 kilograms-force without failure of the second spring 120. Insome embodiments, the second spring 120 has a supporting force that canoppose a load force F of at least about 10,000 kilograms-force withoutfailure of the second spring 120. In some embodiments, the second spring120 has a supporting force that can oppose a load force F of at leastabout 25,000 kilograms-force without failure of the second spring 120.In some embodiments, the second spring 12 has a supporting force thatcan oppose a load force F of greater than about 50,000 kilograms-forcewithout failure of the second spring 120. In these embodiments, thespring assembly 100 may be utilized to support the vehicle 10 (FIG. 1)and may generally support a portion of the weight of the vehicle 10.

In embodiments including both the first spring 110 and the second spring120, the first spring 110 and the second spring 120 are positioned inparallel to one another. For example, in the embodiment depicted in FIG.3, the first spring 110 and the second spring 120 are engaged with oneanother through an upper spring seat 104 and a lower spring seat 106. Asreferred to herein, “parallel” positioning of the first spring 110 andthe second spring 120 means that when the load force F is applied to thespring assembly 100, the load force F is simultaneously applied to anddistributed between the first spring 110 and the second spring 120.Furthermore, the first spring 110 and the second spring 120 may bepositioned such that the load force F is simultaneously applied to anddistributed between the first spring 110 and the second spring 120across the range of compression of the spring assembly 100. For example,the first spring 110 and the second spring 120 may have the same orsimilar compressive ranges. Parallel positioning of the first spring 110and the second spring 120 is distinguishable from “series” positioningof springs, in which force is applied to a first spring, and then theforce is sequentially transferred to a second spring through the firstspring. While in the embodiment depicted in FIG. 3, the first spring 110is positioned radially within the second spring 120, it should beunderstood that this is merely an example, and in some embodiments, thefirst spring 110 may be positioned around the second spring 120.

In embodiments, a load of the first spring 110 may be comparatively lowas compared to conventional spring assemblies with a single spring. Inparticular, because load on the spring assembly 100 can be distributedbetween the first spring 110 and the second spring 120, the load of thefirst spring 110 need not be selected to be so high so as to support theentire load of the load force F. Accordingly, in some embodiments, thefirst spring 110 may be formed from a comparatively soft material, suchas a non-metallic material. Furthermore, because the load on the springassembly 100 can be distributed between the first spring 110 and thesecond spring 120, the pressure of fluid (e.g., air) within the interiorchamber 124 of the second spring 120 can be maintained at a lowerpressure as compared to a conventional air spring supporting a similarload. By maintaining the second spring 120 at a lower pressure ascompared to a conventional air spring, stress on the sleeve 122resulting from the pressure of fluid (e.g., air) within the interiorchamber 124 may be reduced, thereby reducing the likelihood of failureat the sleeve 122. Further, the size of actuators and/or pumps thatmaintain the pressure of fluid (e.g., air) within the interior chamber124 can be reduced, thereby reducing the weight of the spring assembly100 and reducing the energy necessary to support operation of the springassembly 100.

Moreover, the first spring 110 and the second spring 120 provideredundancy within the spring assembly 100. More particularly, in thecase of the failure of one of the first spring 110 or the second spring120, the other of the first spring 110 or the second spring 120 maysupport the load force F. In this way, vehicles 10 (FIG. 1) includingspring assemblies 100 with both the first spring 110 and the secondspring 120 may continue operation in the case of failure of one of thefirst spring 110 and the second spring 120, allowing the vehicle 10(FIG. 1) to be driven to a service station without requiring towing.

In some embodiments and referring to FIG. 4, the spring assembly 100 mayinclude an optional jounce bumper 170 positioned on an end component 140of a spring assembly 100. The jounce bumper 170 may absorb impacts anddampen noise, and may prevent the spring assembly 100 from fullycompacting during shock impacts, for example in the case the vehicle 10impacts a pothole or the like. However, in some embodiments, the jouncebumper 170 may be omitted, for example, in embodiments that include boththe first spring 110 and the second spring 120. In particular, the firstspring 110 and the second spring 120 may be tuned to prevent the springassembly 100 from fully compacting, and the first spring 110 and thesecond spring 120 may be tuned to reduce noise, vibration, and harshnessthat would conventionally be absorbed by the jounce bumper 170.

Moreover, in embodiments that include the first spring 110 and thesecond spring 120, conventional internal rebound springs may be omittedfrom the spring assembly 100, thereby, decreasing the cost and weight ofthe spring assembly 100 as compared to conventional air springs.

Referring to FIGS. 3, 4, and 5, a flowchart of an example method forforming an air spring, for example the second spring 120, is depicted.In a first block 502, an elastomeric base material is heated to amelting point of the elastomeric base material. At block 504, the sleeve122 is formed from the melted elastomeric base material, the sleeve 122being substantially free of textile reinforcing fibers. At block 506,the sleeve 122 is engaged with end components 140 and 141 to define thedeformable pressure vessel 150.

As noted above, the air spring (e.g., the second spring 120) may beutilized alone, or may be positioned in parallel with the first spring110.

In particular, and referring to FIGS. 3, 4, and 6, a flowchart of anexample method for forming a composite spring assembly, such as springassembly 100, is depicted. In a first block 602, the end components 140and 141 are coupled to the sleeve 122, the end components 140 and 141and the sleeve 122 defining the deformable pressure vessel 150 of thesecond spring 120. At block 604, the first spring 110 and the secondspring 120 are positioned in parallel. As noted above, the second spring120 is structurally configured to deform according to Boyle's law, andthe first spring 110 is structurally configured to deform according toHooke's law.

Accordingly, it should now be understood that embodiments of the presentdisclosure are directed to spring assemblies including air springs. Insome embodiments, the air springs may be substantially free of textilereinforcing fibers, thereby decreasing the cost of manufacturing the airspring as well as increasing the durability and performance of the airspring. In some embodiments, the air springs are positioned in parallelwith a spring that deforms in accordance with Hooke's law. In theseembodiments, pressures within the air spring can be reduced, and the airspring and Hooke's law spring may provide redundancy in the case of thefailure of one of the air spring or the Hooke's law spring.

Having described the subject matter of the present disclosure in detailand by reference to specific embodiments, it is noted that the variousdetails described in this disclosure should not be taken to imply thatthese details relate to elements that are essential components of thevarious embodiments described in this disclosure, even in cases where aparticular element is illustrated in each of the drawings that accompanythe present description. Rather, the appended claims should be taken asthe sole representation of the breadth of the present disclosure and thecorresponding scope of the various embodiments described in thisdisclosure. Further, it should be apparent to those skilled in the artthat various modifications and variations can be made to the describedembodiments without departing from the spirit and scope of the claimedsubject matter. Thus it is intended that the specification cover themodifications and variations of the various described embodimentsprovided such modification and variations come within the scope of theappended claims and their equivalents.

It is noted that recitations herein of a component of the presentdisclosure being “structurally configured” in a particular way, toembody a particular property, or to function in a particular manner, arestructural recitations, as opposed to recitations of intended use. Morespecifically, the references herein to the manner in which a componentis “structurally configured” denotes an existing physical condition ofthe component and, as such, is to be taken as a definite recitation ofthe structural characteristics of the component.

It is noted that terms like “preferably,” “commonly,” and “typically,”when utilized herein, are not utilized to limit the scope of the claimedinvention or to imply that certain features are critical, essential, oreven important to the structure or function of the claimed invention.Rather, these terms are merely intended to identify particular aspectsof an embodiment of the present disclosure or to emphasize alternativeor additional features that may or may not be utilized in a particularembodiment of the present disclosure.

For the purposes of describing and defining the present invention it isnoted that the terms “substantially” and “about” are utilized herein torepresent the inherent degree of uncertainty that may be attributed toany quantitative comparison, value, measurement, or otherrepresentation. The terms “substantially” and “about” are also utilizedherein to represent the degree by which a quantitative representationmay vary from a stated reference without resulting in a change in thebasic function of the subject matter at issue.

It is noted that one or more of the following claims utilize the term“wherein” as a transitional phrase. For the purposes of defining thepresent invention, it is noted that this term is introduced in theclaims as an open-ended transitional phrase that is used to introduce arecitation of a series of characteristics of the structure and should beinterpreted in like manner as the more commonly used open-ended preambleterm “comprising.”

What is claimed is:
 1. A method for forming an air spring for a vehiclecomprising a frame coupled to the air spring, the method comprising:heating an elastomeric base material to a melting point of theelastomeric base material, thereby forming a melted elastomeric basematerial; forming a sleeve from the melted elastomeric base material,the sleeve being substantially free of textile reinforcing fibers; andengaging the sleeve with end components, the sleeve and the endcomponents defining a deformable pressure vessel, wherein the deformablepressure vessel supplies a supporting force.
 2. The method of claim 1,wherein forming the sleeve comprises at least one of injection molding,blow molding, insert molding, and spin molding the sleeve.
 3. The methodof claim 1, wherein forming the sleeve comprises extruding the sleeve.4. The method of claim 1, wherein sealing the sleeve to the endcomponents comprises co-molding the sleeve to the end components.
 5. Themethod of claim 4, wherein co-molding the sleeve to the end componentscomprises bonding the sleeve to the end components such that the endcomponents and the sleeve are monolithic.
 6. The method of claim 1,wherein sealing the sleeve to the end components comprises welding thesleeve to the end components.
 7. The method of claim 1, wherein sealingthe sleeve to the end components comprises mechanically coupling orchemically coupling the sleeve to the end components.
 8. The method ofclaim 1, further comprising positioning a first spring within thedeformable pressure vessel.
 9. The method of claim 8, wherein the firstspring is structurally configured to deform according to Hooke's law.10. The method of claim 1, further comprising positioning a first springaround the deformable pressure vessel.
 11. The method of claim 10,wherein the first spring is structurally configured to deform accordingto Hooke's law.
 12. A composite spring assembly for a vehicle, thecomposite spring assembly comprising: a first spring that isstructurally configured to deform according to Hooke's law, and whereinthe first spring comprises a non-metallic spring or a metallic wavespring; a second spring that is structurally configured to deformaccording to Boyle's law, wherein the second spring is positioned inparallel with the first spring, and wherein the second spring comprises:a sleeve; and an end components engaged with the sleeve, the sleeve andthe end components defining a deformable pressure vessel.
 13. Thecomposite spring assembly of claim 12, wherein the first spring supportsa portion of the total load applied to the composite spring assembly.14. The composite spring assembly of claim 12, wherein the first springis a wave spring.
 15. The composite spring assembly of claim 12, whereinthe first spring is a coil spring.
 16. The composite spring assembly ofclaim 12, wherein the first spring is positioned within the secondspring.
 17. The composite spring assembly of claim 12, wherein the firstspring is positioned around the second spring.
 18. The composite springassembly of claim 12, wherein the first spring is formed of anon-metallic material.
 19. The composite spring assembly of claim 12,wherein the first spring is formed of a metallic material.
 20. Thecomposite spring assembly of claim 12, wherein the second spring issubstantially free of textile reinforcing fibers.
 21. A method forforming a composite spring assembly for a vehicle, the methodcomprising: coupling end components to a sleeve, the end components andthe sleeve defining a deformable pressure vessel of a second spring; andpositioning a first spring and the second spring in parallel, whereinthe first spring is structurally configured to deform according toHooke's law and the second spring is structurally configured to deformaccording to Boyle's law.
 22. The method of claim 21, furthercomprising: heating an elastomeric base material to a melting point ofthe elastomeric base material, thereby forming a melted elastomeric basematerial; and forming the sleeve from the melted elastomeric basematerial.
 23. The method of claim 22, wherein the deformable pressurevessel is substantially free of textile reinforcing fibers.
 24. Themethod of claim 21, wherein the thickness of sleeve can vary along thelength and circumference by design.